Marine-vessel construction.



e. E. KASTENGREN.

1,301,270. 26' m. Patented Apr. 22,1919.

2 SHEETS-SHEET l.

GUSTAVUS E. KASTENGREN, 0F SEATTLE, WASHINGTON.

1,301,2io. V

Specification of Letters Patent.

MARINE-VESSEL CONSTRUCTION.

Patented Apr. 22, 1919.

Application filed February 26, 1918. Serial No. 219,296.

To all whom it may concern:

Be it known that I, GUSTAVUS E. KASTEN- GREN, a citizen of the United States, and resident of Seattle, in the county of King and State of Washington, have invented a new and useful Improvement in Marine- Vessel Construction, of which the following is a'specification.

This invention relates to improvements in ship constructiomand has for its object the provision of a vessel of relatively simple and economical construction in which the hull is reinforced by longitudinal truss members in'both vertical and horizontal planes so that amply sufiicient strength throughout its length is imparted to the vessel without material sacrifice of cargo capacity.

IThe invention consists in the novel constructionof a marine vessel, and more specificallyin the novel construction, adaptation and combination of strengthening and truss members in the frame-work of the vessel, including solid bow and stern sections, all of which may be built up of a plurality of relatively small plank in laminated form, and said members being rigidly connected at bow and stern with said solid portions.

The. invention further consists in the novel construction, adaptation and combination of other parts and devices, as will be fully described in the following specification, illustrated in the accompanying drawings, and finally set forth in the appended claims. y L

In the drawingsFigure -1 is a plan view of a motor vessel constructed in accordance with this invention, the top deck thereof being removed. Fig. 2 is a view in sectional elevationsubstantially on broken line 2, 2 ofFig. 1, certain parts being broken away. Fig. 3 is an enlarged view in cross section on brokenline 3, 3 of Fig. 2. Fig. 4 is an enlarged view in sectional elevation substantially on a'medial line of the front end of the'vessel, the large central truss being omitted to better illustrate the side trusses. *Fig. 5 is a fragmentary view 1n sectional perspective illustrating'certain details of theinvention and Fig. 6 is a view in cross section illustrating a detail of the invention.

Referring to the'dra-wmgs throughout which like; reference numerals indicate like parts, the numeral 7 designates the outer planking that forms the bottom and sides of the vessel, and 8 the keel extending lengthwise along the center of the bottom of the vessel in the well known manner common to marine vessels.

9 and 10 designate two oppositely arched truss members secured together at their outer ends as by bolts 11 and bowed apart in their central portions. Said truss mem here are arranged in a vertical plane in the longitudinal axis of the vessel and provide a due amount of rigidity lengthwise of the ship in its movements in vertical directions.

The double arch thus formed is provided throughout with spaced compression struts l2 and tension members in the form of truss rods 13 provided with turnbuckles 14 by which such rods may be made to exert the desired amount of tension.

Truss numbers 9 and 10 are composed of timber. of relatively V small thickness arranged in laminated form whereby clear timber of relatively small cost may be utilized and a rigid curved beam may be built up without steaming or undue difiiculty.

The keel portions at the bow and stern of the vessel adjacent the opposite ends of the central truss structure are built up in similar laminated construction as shown at 15 and 16, respectively, in the longitudinal vertical axis of the vessel.

The ends of the truss members 9 and 10 are built into the laminated upright end. sections of the keelson and are rigidly secured thereto by allowing some of the bolts 11 to extend through both of the truss members and through thelaminated sections of the keelson.

The frame-work for the bottom of the vessel consists of transverse timbers 17 resting upon the keel 8, and extending out- Wardly therefrom, in both directions as shown in Fig. 3. The inner ends of timber 17 are secured to each other and to the keel by reinforcing knees 18 which are disposed alongside of the abutting ends of the timber 17, and are securely bolted thereto and to the keel.

20 indicates relatively heavy timbers that extend lengthwise of the vessel parallel with the keel resting upon the timbers-.17. and

efiect aiforded by the provision of the timbers 20 is to reduce the pressure upon the timber 17 by shortening the eflective span thereof, and enabling them to resist a greater upward pressure of the water.

The frame-work for the sides of the vessel comprises a plurality of longitudinally extending lateral members 21, 22, 23, 24,25 and 26 molded to the form of the vessels beam, and are built up of a plurality of laminated planks rigidly spiked and bolted together. Said lateral members are arranged in.pairs in horizontal planes disposed symmetrically upon either side of the longitudinal axis of the vessel, and are rigidly secured to the stem and stern of the vessel so that in effect a rigid connection is formed between the ends of the medial truss member and the ends of the side beams, the medial truss acting as a strut between the lateral beams on the sides. Transverse vertical bulkheads 30 are utilized as struts separating the said lateral truss members, and maintaining the lateral truss members and the vertical truss members 9 and 10 in their prearranged planes,-and in spaced relation with respect to each other.

The central truss structure comprised of members 9 and 10 positioned in the medial chord of said lateral trusses binds the extremities of the lateral trusses. Thus-the vertical truss construction and the lateral truss members unite together to form a homogenous frame structure, mutually com bining the whole vessel construction together and affording a sufliciently rigid support for the hull of the vessel without undue excess of weight.

The lateral members 21 to 26, inclusive,'are built-up construction of planks as illustrated in Fig. 6, being practically triangular in cross-section, and form continuous knees throughout the length of the vessel to give the required strength and rigidity to the frame work. It will be understood that any desired number of pairs-of the lateral members 21,22, 23, 2e, 25 and 26, either more or less than the number shown in the drawings, may be used, but it is preferable to use three of such pairs, and tolocate one at the lower portion of the side or bilge of the vessel, one adjacent the upper extremity of the side, and one about midway therebetween, as shown in Figs. 2 and 3.

27 are diagonal struts or compression members that are interposed between the lateral members 21 to 26, inclusive, upon each-side in likeness to the struts of-a bridge truss,'as*more clearly shown in Fig.4, to strengthen the sides of the vessel.

28 indicate vertical side frames secured to the outer ends of'the bottom timbers 17,. and extend outwardly on the outside of'the lateralmembers 21 to 26. "The'frames 28 form supports to which theplanking on the "28, the ends of the timbers forming the deck resting upon and being secured-to the -lateral members 23 and24. The deck 31 serves to resist compression upon the sides of thevessel due to external pressure. The maindeck 32 is supported on cross-beams 33that rest at their ends upon lateral members25 and '26 and secured to the top ends of the side frames 28.

Decks 31 and 32 are provided with batch ways 34;and 35, positioned -f0r suitable access to the holds of the vessel in the cargo spaces between-the bulkheads'30.

It is obvious that changes in form of construction of the various parts of the vessel may be made withinthe scope otthe claims, but it is particularly pointed out that thevessel made in accordance with thespiritiofmy invention will embody the maximum of strength and resistanceito pressure and-"distortion dueto the carrying of heavy cargoes and the buffeting encountered in ocean-zvoyages,-together with the avoidance of: integral timbers of large size. The provision ofthe central lateral vertical truss member with the complementary horizontal trusses affordsa unique plan of construction, combining economy and strength in: an! exception ally high degree.

Having described my invention, what I claim and desire to secure by LettersPatent of the United States, is:

'1. A marinevessel-having a-keelson pr0-. vided-with laminated vertical extensionseat the stem and stern and a truss structure extending from end to -end-'ofthe vessel and consisting of continuous beams of laminated 110 construction that merge with and are secured to the laminatedvertical extensions of the'keelson. 1

2. The combination with-the'hullofthe vessel, of a' truss extending lengthwise in 115 the medial plane and throughoutxthe :entire length of said'hull, said'truss bein formetl of an upwardly bowed member and -a downwardly bowedmemberthat' have their-ends secured together, the bow and='stern ends of 120 the keelson being solidly built up of'a plurality of relatively small timbers'bo-lted' togetheryand the ends of said bowed truss members being; secured to and forming 1 a part of said builtup end sections;

3. A -marine vessel including-a vertical truss structure extending from end to 1 "end along the longitudinal axis of the vessel, lateral beams arranged'in pairs in'horizontal planesupon opposite sidesof'ithe vertical 130 truss and forming the side framing of the vessel, vertical extensions of laminated timber secured to the stern and stem ends of the keelson, said vertical truss structure being of laminated timber construction united and incorporated at its ends With said vertical extensions of the keelson, and said side beams being of laminated construction built in the form of knees and secured at their ends to said laminated Vertical eX- 10 tensions to said keelson.

Signed at Seattle, Washington, this 15th day of February, 1918.

GUSTAVUS E. KASTENGREN.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. 0. 

